Previous Commercial Motor Trials.
Page 13
Page 14
Page 15
Page 16
If you've noticed an error in this article please click here to report it so we can fix it.
At Liverpool in 1898.
It is not inappropriate, at a time when people are heg-inning-, to turn their attention increasingly towards the competition of the R.A.C., which is to begin on the 9th of September next, that we should give a brief resunnl of the previous tests that were conducted in this country for utility vehicles. The first of these was organised by the Liverpool Self-Propelled Traffic Association, a little more than nine years ago, the conditions for the tests having been issued on the it5th November, 5897, so that more than six months' notice was given to manufacturers, an interval that was held to be anything but sufficient in view of the embryonic state of the industry at the date in question. It was announced that the trials would begin on the morning of Tuesday the 24th May, 11398, and would conclude at the end of the same,.
week, whilst money prizes of ioo, j.',75 and Lso were offered for award at the discretion of the judges. There were only two classes, and these provided for vehicles carry. ing minimum loads of two tons and five tons respectively. Ballast was provided by the Association, and the entry fee was fixed at five guineas. As regards the distances to be covered, the rules provided that the tests should be over a minimum distance of 30 miles on each of four successive days, and that no route should be longer than 40 miles, whilst certain manceuvrin0-, and hill-climbing tests were also announced for inclusion. Two circular routes were surveyed in the neighbourhood of Liverpool, and these were gone over twice, once in each direction, the aggregate distance being 543 miles, a brief stoppage being made on every ascent or descent which exceeded i in 25. The four trips furnished ranges of paving which included granite setts, boulders, macadam, and incidental lengths of other varieties.
An interesting feature of the trials was the attendance of official representatives of the Secretary of State for War, the Postmaster-General, and the Automobile Clubs of France and Belgium. The five judges were : Sir David Salomons, Bart., Mr. S. B. Cottrell, Dr. H. S. Hele-Shaw, Mr. (now Sir) Boverton Redwood, and the late Mr. Henry H. West, but a disappointing number of vehicles were presented for competition, as, although ten entries had been received, only
four were completed in time for the tests. These were : one 2-ton lorry (House system, known as the " Lifu "), by the Liquid Fuel Engineering Company, Limited, of East Cowes, for which the second prize of ;75 was awarded; one 3-ton lorry (Thornycroft system), by the Steam Carriage and Wagon Company, Limited, of Chiswick, for which the third prize of -.L-5o was awarded ; one 4-ton wagon (Leyland system), by the Lancashire Steam Motor Company, of Leyland), for which the first prize of ..too was awarded ; and one 5-ton, 6-wheeled vehicle (Thornycroft system), by the Steam Carriage and Wagon Company, Limited, of Chiswick,
was employed in the " Lifu " and Leyland systems, whilst both the Thornycroft vehicles had forced draught, by means of belt-driven fans. Only the "Lifu" lorry was without a surface condenser, and this interesting machine had a gear drive throughout, with internally-cut gear-rings bolted to the spokes of the back wheels, and a pinion drive from each end of the 'differential countershaft.
It is unnecessary, in a short historical retrospect, to do more than refer to the general results of this competition, for the principal features of the vehicles will
be appreciated from the accompanying illustrations. We give, in addition, tables which summarise the principal dimensional and other particulars, whilst the points which the judges tank into consideration are now quoted :
COST.
Economy of working, including attendants. (a)
(6)
CONTROL.
Stopping, starting, changing speed, steering and reversing, particularly under adverse conditions such as on inclines or in confined spaces.
(r)
WORKING.
Noise, smell, visible vapour, dust or other nuisance when travelling. Number of mechanical operations requiring attention f. am the driver.
Efficiency of brakes.
Time occupied in preparing the vehicle for service on the road.
Ability to start from rest on an incline of 1 in 16. Speed—within legal limits.
Distance run without taking or receiving supplies of fue', oil, gas, electrical or chemical materials or electrical current, water, or of any agent employed for actuating the motor or assisting its working.
Ability to complete the course without stopping to effect
repairs, adjust parts, apply lubricants, or for any other purpose or cause not provided for in the itinerary. Freedom from a breakdown of any nature.
(d) CONSTRUCTION.
Strength of frame and working parts.
Quality of workmanship.
Efficiency of springs.
Freedom from complicated or over-refined parts.
Facility with which repairs can be effected.
Capacity of bunkers, oil and water tanks.
Ratio of available to total platform area—preference will be given, as regards vehicles entered in Class II, to a system that gives the entire platform, from end to end, free for goods.
Ratio of tare to power of motor.
Ratio of tare to weight of freight carried during trials.
(e) STEAM-PROPELLED VEHICLES.
Action of feed-pumps or injector.
Ample supply of steam.
Consumption of fuel and water per mile. Leakage of steam or water. Arrangements for stoking.
NTERN AL-COMBUSTION VEHLCLE Efficiency of ignition.
Regularity of carburation and explosions.
Range and gradation of speed of vehicle, and smoothness with which changes of gear are effected.
Circulation and weight of cooling-water. Consumption of oil per mile. Leakage of pipes or tanks,
Very great inherest was taken in these trials, both at Liverpool and in the adjoining districts, but the wheels and certain other parts of the competing vehicles were unable La withstand the hammering to which they were subjeeted in [ravelling over some of the bad portions of the routes. The average speeds throughout were as follows : " Lau " lorry, 7.om.p.h.; Thorny-croft six-wheeler, 2.8m.p.h.; Thornyeroft 3-ion lorry, 5.2m.p.h.; Leyland 4-ton wagon, 4.45m.p.h. As ex.emplifying the difficulties of the road, we quote from the observers' notes on the log-sheets, as published in the judges' report. We also give the official summary of the principal factors affecting the cost of operation per net ton-mile.
LIEU (No. I).
Four minutes, error of route; extra half mile.* Finding lost nut.
Light carriage ran into rear oil-tank at stopping-paint : plugged hole up.*.
When leaving depot, head of low-pressure cylinder was blown out : did not stop but continued without head and using high-pressure cylinder only.
Five minutes to despatch telegram respecting damaged cylinder*; 2 minutes' delay in raising pressure to climb canal bridge.* Allow 2 gallons oil, and 14 gallons water, in consumption, owing to accident to low-pressure cylinder ii miles from end of journey. • Late start due to putting in new cylinder. Dropped safety-valve relief trigger. Dropped low-pressure cylinder drain-cock plug. THORNYCROFT (SIX-WHEELER).
Two minutes, ash-pan fell ; 12 minutes, belt of fan. Forty-two minutes, obtaining water at extra points —not more than 2o minutes necessary if arrangements had been made; I minute, traffic blocked. Eleven minutes, belt; 12 minutes, removed back valve cover of donkey-pump and filed wing of valve; 6 minutes, tightening bolts of gearcase and brake-brackets.
Fifteen minutes, obtaining extra water; 16 minutes, clinkering and attention to fire ; 25 minutes, getting out of fallen culvert ; 3 minutes, restive horse.
Tire of near-side driving wheel loose. Cut up a spanner to make rivets.
Twenty-eight minutes, obtaining extra water ; 5 minutes, firebars cleaned.
Attempting to repair above-named tire which had ultimately to be taken off.
Ten minutes, obtaining extra water; 26 minutes, removing load which had to be left in Kensington Fields.
N.13.--This rim is not accepted as completed. The fuel and water consumptions are not taken into account in the calculation of the cost per net ton-mile
Did not run (second day).
Three minutes, examining feed-pump; 6 minutes, securing temporary pipe from separator to hat-well. Twenty-six minutes, obtaining extra water*; ro minutes, pumping water to boiler by donkey-engine.
To take up belt of fan, to replace Condition.
driving-chain to pumps and tighten studs of driving pinions.
Ten minutes, firebars cleaned; minutes, obtaining extra water.* Three minutes, to light lamps; minutes, obtaining extra water.* To clean steam-jet which was bLcked; chimney had to be removed.
Five minutes and three minutes, to raise pressure.
To obtain extra water.* To repair belt of fan.
Two minutes, to prick fire ; ii EilintrWS to obtain extra water.* Stoker accidentally broke gauge-glass, which was replaced.
Inner top-joint of boiler leaking throughout the run. Three minutes, to raise pressure; 5 minutes and 3 minutes, to obtain extra water.* 41
tentlants ...
THORNYCROFT (No. IV).
To remove split boiler-tube and insert plugs. Excessive
delay due to difficulty of obtaining plugs.* To raise pressure.
Allow 561b. coal and 15 gallons water.
A few seconds, to replace belt of fan.
To tighten belt of fan.
To obtain extra water.* To repair belt of fan.
Fan casing buckled; had to use jet. 6 minutes, to obtain extra water.* To clinker, Three minutes, to tie the brake, a bolt having fallen
out ; ib. 38111., to remove split boiler-tube and insert plugs."
Allow 7o1b. coal, and 15 gallons of water.
LEYLAND (No. V).
Tire of near-side driving wheel loose; wheel taken off and tire re-set.
Above-named tire again gave way. Impossible to repair sufficiently to continue. Observers were driven back to Liverpool at 7.30 p.m. Returned slowly from Ormskirk with load on board.
N.B. -This run was not completed. The fnel and water consumptions are 01 taken into account in the calculation of the cost per net ton-mile.
To tighten nuts on the springs.
Restive horse.
To wedge tire of near-side driving wheel. Two minutes, to pick up piece of spring which had
broken off ; 3 minutes, restive horses; 2 minutes, to re
light burner.
Did not run.
To replenish oil-tank.* The judges' conclusions contain many interesting statements. For example, on the subject of the effect of roads upon motor vehicles, it is stated : " The imperfections of common roads are the principal causes of the heavy maintenance and depreciation charges, and of the clement of uncertainty which at present attaches to any service of motor vehicles," On the subject of consumption, they reported "We anticipate that the consumption of fuel and water may be very considerably increased when the vehicles have to ru.n over wet, muddy, or exceptionally heavy roads." As might have been expected, having regard to the general failure of the wheels, the judges remarked : " The form of wheels and tires adopted by all the manufacturers, though probably perfectly efficient as carriers, were all structurally more or less inefficient as drivers." On the all-important question of legal restrictions, the judges embodied in their conclusions the view that : " Probably the most onerous conditions were those involved in complying with the limitations of the L000motives on Highways Act, 1896. The limit of tare imposed by this Act seriously tends to reduce the strength of working parts, and practically precludes the possibility of constructing a really satisfactory motor vehicle capable of carrying five tons and upwards, except, perhaps, at such an increase of prime cost as would be com
mercially prohibitive." This conclusion was followed by a recommendation that steps should be taken to secure an increase of the tare weight, and it was recommended that in any future competition trial runs should be made, and the manceuvring capabilities of the vehicles tested, both when light and when loaded. It will appear, from our later articles, in this series, that the principal conclusions of the judges in this first competitive trial to be held in the -United Kingdom have been fulfilled, although a few of their expectations have yet to be realised.
The factors contained in the adjoining table were used as bases for the construction of tables of estimated costs, and the totals obtained foreL casted an annual expenditure varying between ,4;368 and £589. Experience has proved that the assessments were accurate in all material respects.
The last section of the judges' report, which was published in hook form (126 pages, with two folding maps and nearly ri fty ill ustra t ions), deals with the awards. The whole of the money at the disposal of the judges (-L225) was awarded, and the allotment was made "on what we consider the general comparative merits of the vehicles in competition."